Hydraulic control means for internal-combustion engines



` Nov. l5, 1949 J. E. wrrzKY ETAL 2,488,361

4HYDRAULIC CONTROL MEANS FOR INTERNAL-C-OMBUSTION ENGINES Filed June 30,194'7 2 Sheets-She'et 1 QN q MSD f J. E. WITZKY ETAL HYDRAULIC CONTROLMEANSQFOR INTERNAL-COMBUSTION ENGINES Filed June 30, 1947 Nov. 1-5, 19492 Sheets-Sheet 2 Patented Nov. 15, 1949 HYDRAULIC CONTROL MEANS FORINTERNAL-COMBUSTION ENGINES Julius E. witzky, stuttgart-Cannstatt, andWolfgang S. Lang and Richard J. Jakob, Wendlingen-Neckar, Germany,

assignors to the United States of America as represented by theSecretary of War Application June 30, 1947, Serial No. 758,032

(Cl. 'i4-395) 2 Claims. l

This invention relates to a mechanism for controlling the operation ofthe fuel injecting pumps of Diesel and similar engines.

One of the objects of this invention is to provide an hydraulicallycontrolled mechanism for varying the time of fuel injection of Dieseland other internal combustion engines in response to variations inengine speed.

Another object of this invention is to provide an hydraulicallycontrolled fuel injection mechanism embodying a governor assemblyoperatively associated with a sleeve valve for automatically controllingthe time of fuel injection in accordance with engine speed. v

Another object of this invention is to provide an hydraulicallycontrolled mechanism for adjusting the fuel injection pumps of Dieseland other internal combustion engines in a mannerto automaticallyadvance or retard fuel injection relative to valve action by impartingrectilinear movement to a helical driving gear in constant mesh with thedriven gears of a pair of fuel injection pumps.

Another object of this invetion is to provide a gear mechanismresponsive to variations in engine speed and in driving relation withthe gears of a pair of fuel injection pumps, the gear mechanism beingoperable longitudinally as engine speed varies to effect adjustment ofthe fuel injection pumps relative to valve action.

Another object of this invention is to provide a gear mechanismresponsive to Variations in engine speed and in constant mesh with thegears of a pair of fuel injection pumps, the gear mechanism beingoperable longitudinally through the instrumentality of a governorassembly, hydraulic pressure and spring action to adjust the operationof the fuel injection pumps with respect to valve action.

With the above and other objects in view the instant invention consistsin certain details .of construction and operation of parts which willhereinafter be described and shown in the accompanying drawings inwhich:

Figure 1 is a fragmentary, vertical, longitudinal section through theimproved hydraulically controlled fuel injection mechanism andillustrating the position of the components of such mechanism when theengine is idle or about to be started;

Figure 2 is a vertical, transverse, sectional view taken on the line 2-2of Figure 1;

Figure 3 is a fragmentary, sectional elevation showing details of thehydraulically controlled fuel injection timing mechanism andillustrating the relative position of the parts of the mechanism as thespeed of the engine is increased;

Figure 4 is a view similar to Figure 3, but showing the relativeposition of the parts when the engine is operating at a constant maximumspeed following the acceleration of Figure 3;

Figure 5 is a view similar to Figures 3 and 4, but showing the relativeposition of the parts responsive to a decrease in engine speed; and

Figure 6 is a view similar to Figure 4, but showing the relationship ofthe parts when the engine is operating at a constant decelerated speed.

Referring more specifically to the drawings, H represents the housingand P and P the fuel injection pumps of a Diesel or other type ofinternal combustion engine (not shown). Fuel injection pumps P and P aredriven in accordance with variations in engine speed from cam shaft Iand through helical gears 2 and 3. Helical gears 2 are mounted on theshafts 2a of pumps P and P', as clearly shown in Figure 2 of thedrawings. Helical gear 3, which has a wide face, is formed exteriorlyand at one end of an inwardly extending collar 4 carried by hub 5.Collar 4 l is slidably mounted on bushing 6 and is provided with aninwardly extending flange 1 at its outer end adapted to be attached bymeans of suitable fastening elements to the outwardly extending flange 8of hub 5, as clearly shown in Figure 1 of the drawings. Thisconstruction, in conjunction with elements hereinafter to be referredto, defines a chamber 5 for the operating uid.

Splines 9 are provided exteriorly of and adjacent to the inner end ofcollar 4. These splines slidably engage keyways I0 formed on the innerperiphery of annulus II, said annulus being provided with a ange I2which in connection with upturned ange I3 of bushing 6 is secured togear I4 which latter is in driving relation with gear I4 carried by thedrive shaft I5 of the engine.

Hub 5 is slidably mounted on the sleeve I1 which in turn is slidablypositioned on bushing I8 xedly mounted on the reduced portion I9 of camshaft I. Sleeve I'I is provided on its outer periphery and substantiallycentrally thereof with a longitudinally extending groove 20 for apurpose hereinafter to appear. Sleeve I'I is also formed with a port 2|disposed adjacent its inner end. A port 22 is formed in hub 5 adjacentits inner end and out of alignment with port 2| in sleeve I'l. Port 2|in sleeve I1 throughout the movement of said sleeve is adapted to remainin communication with an elongated, longitudinally extending slot 23formed in bushing I8 and 3 also with port 24 formed in the reducedportion I9 of the cam shaft I, as clearly shown in Figures 3 to 6 of thedrawings. The reduced end portion I9 of cam shaft I is formed anteriorlywith passageway 25 for the .operating fluid. Passageway 25 at its innerend opens into a radially extending passage 26 formed in the hub 21 ofcam shaft I (Figure 1). Passage 26 leads outwardly from passageway 25 toa circular Vgroove 28 formed bn the outer periphery of the hub. Abushing 29 for hub 21 is provided with a port 30 in communication withcircular groove 28. A longitudinally extending duct 3l formed in theengine frame communicates with a suitable source of operating fluidsuchas oil, or the like. Duct 3| is in communication with port 32 whichregisters with port 30 in bushing 29.

A compression spring 35 encircles hub 5 and at one end contacts ring 36mounted in the outer end of bushing 6. At its opposite end spring 35 isattached to the inner 'end of hub 5 so that the latter when movedoutwardly under the influ-Y ence of hydraulic pressure does so 'againstthe action of spring 35 for a purpose which will hereinafter appear.Another compression spring 31 encircles the outer end of bushing I8 andis adapted to engage at its inner end in a groove 38 formed in the innerperipheryand at the outer end of sleeve I1. The outer end of spring 31bears against a ring 39 located at the outer end of bushing I8. Spacedarms 40 and 40 extend outwardly and inwardly from the upper and lowerportions respectively of ring 39. These arms 40 and 40' at the outerends provide bearings for upper and lower shafts 4I and 4|'. Each of theshafts 4I and 4I carries a counterweight 42. The two counterweightsconstitute components of a governorv assembly 43 including operatinglevers 44 and 44 and ears 45. One end of operating lever 44 is iixedlysecured to one end of upper shaft 4I, which lower shaft 4I' is fixedlyattached to one end of operating lever 44. Levers 44 and 44 are enlargedat their free ends and are adapted to extend into the ears 45 providedon opposite sides of slidable sleeve I1 for a purpose hereinafter toappear.

Having described the structural details of the subject invention, itsoperation is as follows:

As engine speed develops, counterweights 42 of governor assembly 43 moveoutwardly and in so doing rotate shafts 4I and 4I' and oscillate thefree ends of levers 44 and 44' engaging ears 45 carried by sleeve I1.This oscillatory movement of the levers causes sleeve I1 to slideoutwardly on bushing I8 against the action of spring 31 until port 2| insaid sleeve I1 is brought into communication with port 24 of hub 5.Registration of the ports in this manner permits operating iiuid to flowfrom .the source of supply through ducts 3| and 32, port 30 .of bushing29 and into circular groove 28 formed in hub 21 of cam shaft I fromwhence it passes through radially extending passageway 26 to thelongitudinally extending passageway 25 in the reduced portion I9 ofshaft I. From passageway 25 the operating fluid flowing through aperture24 in the reduced end portion I9 of cam shaft I, port 23 in bushing I8and port 2I in the slidable sleeve I1 enters chamber 5 through port 22formed in the hub 5. Operating fluid entering chamber under pressurecauses hub 5 to be moved outwardly on sleeve I1 against the action ofspring 35. This movement of hub 5 effects outward actuation of collar 4with consequent outward movement of spiral gear 3. The

spiral wide face of the helical gear 3 moving outwardly in mesh with thehelical gears 2 advances the position of said gears for differentlongitudinal positions of helical gear 3 and thus changes fuel injectiontiming relative to the valve action of the engine as will be understoodwithout further discussion.

In response to the pressure exerted by the operating iluid withinchamber 5', hub 5 continues to move outwardly until port 22 in said hub5 and port 2| in sleeve I1 are disaligned (Figure 4). whereupon movementof the hub and the helical gear carried thereby terminates and inconsequence the fuel injection timing is maintained constant until achange of engine speed occurs. As engine speed decreases sleeve I1actuated by the governor is positioned so as to establish communicationbetween port 22 in' hub 5 and the groove 20 in sleeve I1- (Figure 5).and groove 25 are placed in communication, the uid in chamber 5 ispermitted to escape. This bleeding process reduces the pressure withinsaid chamber 5 sufficiently to permit spring 35 to move hub 5 inwardlythus retracting helical gear 3 relative to gear 2 and retarding theoperation of the fuel injection pumps as will be understood withoutfurther discussion.

In the light of the preceding discussion it is manifested that hub 5will be moved back and forth in accordance with the action of thegovernor and the position of sleeve I1, in other words in response tovariations in engine speed. The hub 5 follows sleeve I1 in bothdirections inwardly and outwardly dependent upon whether uid underpressure is allowed to enter the chamber 5 or whether the fluid in thechamber is discharged through groove 20. When uid under pressure istrapped in chamber 5 the hub 5 will be maintained in a predeterminedposition until the governor actuates the sleeve to permit the escape ofthe iiuid from said chamber 5', whereupon the hub is moved rearwardly byits actuating spring until port 22 in the hub and port 24 are againbrought into registration.

In conclusion it will be seen that the subject invention provides asimple mechanism for imparting forward and rearward movement to hub 5and its gear 3 in order to advance or retard the timing action of thefuel injection pumps.

Having thus described vour invention, what we claim as new and wish tosecure by Letters Patent is:

1. A control mechanism comprising in combinationa cam shaft drivingmember, driven instrumentalities including a helical gear driven fromthe driving member, a chamber adapted to be placed in communication witha fluid under pressure, a hub slidably mounted on the cam shaft, thesaid hub including acollar and having a port therein, the hub and collarforming a portion of the chamber and adapted to be slidably actuated bythe uid under pressure in the chamber, a helical gear on the outerperiphery of and at one end of the collar and meshing with the helicalgear of the driven instrumentalities responsively to actuation of thehub, a slidably mounted sleeve including a port adapted to be actuatedto align the port in the hub for admitting uid Y under pressure into thechamber and to place the port in the sleeveout of alignment with theport in the hub, whereby the chamber is cut out.-

of communication with the uid under pressure, and a governor mounted toactuate the sleeve in accordance With variations in speed of the camshaft.

As port 22 2. A control mechanism comprising a cam shaft driving memberhaving a hollow end position provided with an aperture, a gear rigidlyconlnected to the cam shaft, a anged bushing connected to the gear,driven instrumentalities including a helical gear driven from thedriving member, a chamber adapted to contain fluid under pressure, andspeed-responsive mechanism connecting the driving member and the driveninstrumentalities including a bushing having a port therein xedlymounted on the hollow end portion of the cam shaft with the aperture inthe said hollow end portion of the shaft registering with the port inthe bushing, a sleeve having a port therein siidably mounted on thebushing, a hub provided with a collar and slidably mounted on the saidbushing and upon the sleeve, the hub having a port therein and beingadapted to be actuated by the uid under pressure in the chamber, ahelical gear on the hub meshing with the helical gear on the driveninstrumentalities and adapted to be actuated by the hub for selectivelyadvancing and retarding actuation of the helical gear on the driveninstrumentalities, and a governor mounted to actuate the sleeveautomatically for aligning the port therein with the 6 port in the hubwhereby fluid under pressure adapted to ow in the hollow end portion ofthe cam shaft may pass through the aperture therein, enter the port inthe bushing, thence through the port in the sleeve and into the chamberthrough the port in the hub for actuating the hub, the governor alsobeing adapted to actuate the sleeve for moving the port therein out ofalignment with the port in the hub, whereby the chamber is cut out ofcommunication with the fluid under pressure in accordance withvariations in speed of the cam shaft.

JULIUS E. WITZKY.

WOLFGANG S. LANG.

RICHARD J. JAKOB.

REFERENCES CITED The following references are ofrecord in the iile ofthis patent:

UNITED STATES PATENTS Number Name Date 1,764,493 Ball June 1'7, 19302,001,843 Kasley May 21, 1935 2,107,070 Fleury Feb. 1, 1938

